The design of the network was made taking into consideration the morphology and topography of the city. This is, from north to south the city has a flat topography and from east to west the city has varying degrees of inclination.

A mesh concept was applied for the theoretical plan of the network because it presented greater versatility and adaptation given that the road network was designed as a grid plan with streets going from south to north and from east to west. The network was also integrated with the TransMilenio bus system which has bicycle parking facilities.

Main Network: connects the main centres of the city in a direct and expeditious manner, for instance connecting the main work and education centers with the most populated residential areas, and receiving the flow from secondary networks.

Secondary Network: leads riders to the main network, it connects housing centers and attraction centres and parks with the main network.

Complementary Network: links and provides continuity to the network. It consists of additional bike paths that are required to complete the mesh system and to distribute bicycle traffic on specific areas. It includes a recreational network, local networks and a system of long green areas.

Since the construction of the ciclorutas, bicycle use has quintupled in the city, and it is estimated that there are between 300,000 and 400,000 trips made daily in Bogotá by bicycle. A large portion of this use is in southern, poorer areas.

The ciclorrutas are an ongoing project. Many segments are still not connected to the main network. In some parts, they are placed on the sidewalk in a way that puts pedestrians and cyclists in competition.